MAN B&W DieselA/S /-rTl

L5O/6tt/7g/WJ|efilf, 1997.09.01
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ADJUSTIfNT OF ST'PER-YITFIJEL PTJI,PS

In the interests of rational operation, the optimum functioning of VIT fuel pump
systems is of great importance. In realization of thisr wB have drawn-up the
following guidelines, in the hope that they will contribute to a better under-
standing of the practical adjustment of the pumps.

The instruction is divided into four main sections:

1. BASICDESIGNDETAILS
2. GENERALDESCRIPTION
OF SYSTEM
ANDCONTROL
MECHANISM
t. ADJUSTMENT
0F pmaxAND BREAK-POINT
4, T4AINTENANCE

1. B A S I CD E S I G N
DETAILS

The I'super-YIT' (Variabte Injection Timing) system, is developed to fulfil the

requirement of maintaining the MCRpmax under part load conditions, in order to
seve fuel.

This is achieved by a mechanismwhich automatieally adjusts the cdnmencement of

fuel injectionr-sueh that the MCRpmax is kept constant as the engine load is
redueed from 100!t, down to a certain pre-specified part-load, knovrnas the
break-point.

In the super-VlT configuration*, employed on the Larger L/K/S-{C engines, and

which is the subject of this instruction, the fueL pump plunger is not profiled
(i.e. has no extra oblique-cut) but instead, the start of fuel injection (tim-
ing) is freely determined by altering the vertical position of the pump barrel,
whereby in this system the break-point is fully adjustable.

The punrpbarrel is moved up and down (relative to the plunger) by mears of a .

rack and pinion, in combination with a double-thread (Fig. 1 ).

The VIT-rack setting itself is controlled via the regulating shaft position -
i.€. aecording to the engine load.

Whenrunning at the break-point, the pump cylinder will be at a low position,

i.B. giving early injeetion and the speeified design pmax (UCn pmax) for the
engine in question.
* In the cese of the rrc-qrventional-YlT' system (i,e. the profile-plunger
principle, as used on GB and L)SMC+ L42MCengines) tne break-point is
fixed in relation to the pump index that is to sayr the I'break"
always zutomatically occurs at the predetermined pump index. Regarding
details of this system, we refer to other instructions.
MAN B&W DieselA/S
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Pump barrel. -
.'_rre=F

:- -
Doubte thread

n Scre_wedlinkage and position servo

for INDIVIDUALADJUSTMENT
timing
regulation (VlT). at each fuel pump.

Fuel quantity
regulation (lndex).

Regulating shaft

Position sbneor unit // Control air . For prrtlcal rcasone (pipe leyout)l
thc rir iolct srd ortlct eqrrpctiqrc,
for COLLECTIVE (7bar)
nry bc opporitc to thrt rtprn.
ADJUSTMENTat
emergency stand.

Fig. 1. S U P E R - V IS (Schematic)
TY S T E M

Z. GENERAL
DESCRIPTION
OF SYSTEM
& CONTROL
MECHANISM

As illustrated in Fig. 1, all the VIT-rack position gerv_o.sare controlled by

means of an eir signal from a commonp.o.gition sensor valve, whieh is plaeed on
the emergencystand. The position sensor valve itself is mechanically aetuated
by }inkages from the governor and regulating shaft.

Referring to the position sensor unit on the emergencystandr figs. 2 and 3.

The beam (A) is connected to the regulating shaft (fuel pump index control
shaft) via the regulating arm (B) jointed at (C),

The VlT-system is "out-of ryeration[ at Jow loads. This is in order to avoid

frequent changes of pump lead (VIT-index) during manoeuvers.

At zero load, the beam (A) is fully lifted, and the position sensor. (D) gives
zero control pressure to the position servos at each fuel pumpr such that a
delayed injection timing is achieved (comparedwith an engine without suPer-
V I T) .

As the engine load is increased, this late injection mode continues until the
beam (A) has madecontact with the sensor pick-up (E), and the resulting control
pressurereaches0.5bar.Thesepoiffiatedinfigs.}aand4.
MANB&WDieselA/S
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Sensor pick- up

13. For pretical r€8son8 (ptpe layout);

the air inlct nd qltlct conncctions, qir'
otr
ftly br oppoeitc to that sholn. outtet intet

ion sensorvolve
lVlT regutotingvotve)

Fig. 2 COLLECTIVE
ADJUSTMENT
AT POSITIONSENSOR
UNIT ON THE EMERGENCY
STAND

LOW LOAD B R EA K P O I N T H I G HL O A D
Fig. t - 0PERATING V A L V E( V f f r e g u l a t i n g v a l v e )
0F THE POSITIONSENSOR
MODES

Prox

BREAI(-PoINT I r_oro
,{ SSVc MCR

Fig. 4 (schematic)
Pr", VARIATION
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MANB&WDieseIA/S B&Ut

l{hen the engine is then run-up towards approx. 85%HCR, the sensor pick-up (E)
is further activated, thus gradually increasing the control pressure. This
causes the position servos to alter the VlT-index and thereby advance the
injection timing as the load inereases, thus tracing line I-II in Fig. 4.

At apProx. 85%MCRrthe maximumcombustion pressure reaches the specified design

Pmaxfor the engine. At this load, the beam (A) touches both supports (ft and
FZ), and the sensor pick-up (E) is fully depressed, as shown in'Fig. Jb.

If the engine load is then increased above 85,6MCRrthe beam (A) witl rotate
around support (ft ), thereby reducing the depression of the sensor pick-up (E),
see also Fig. ]c. Correspondingly, the control pressure from the sensor causes
the VIT-rack position servos to retard the. injection timing at a suitable rate,
thereby keeping a constant maximumcombustion pressure between approx. 859i MCR
and 100JfMCR.

Fig' 5 further illustrates how the various parameters varyr 8s the load is
increased from zepo to MCR,

Voriotion

BREAK-POINT
,! 85V" 100%

Fig. 5 - PARAMETER
VARIATIONS

2 . 1 VIT startino po_int

As nentioned, the super-VlT mechanismonly operates at control air pressures

greater than 0.5 bar. The actual starting-point is pre-adjusted by the
engine builder, and no further adjustment should be necessary.

2 . 2 Timinq ad.iustments
Although it is the regulating shaft wl-richdetermines the VIT-rack positions,
two forms of intermediate adjustment are available (Fig. 6)z

A) Individual pnax adjustments (at each fuel pump).

B) Collective pmax adjustment (simultaneously for all pumps).

Both of these adjustrnent modescan be utilized while'the engine is running.

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MAN B&W DieselA/S BEU'

INDIVIDUAL
ADUSTMENT.

VIT-rack.

rack.
Non-
return
Position sensor valve, throttle
valve.

1r||. For pr*tical ncaaona (pipe layout)1

thc air inlet grd qrtlet conncctions,
oray bc opposite to Lhet rhoxn.

Fig. 6 - ADJUSTMENT
M0DES(Schematic)

Re A) Individual adigs.tpents at each separate fuel pump are nade in order to

balance the pp3x values (i.e. the same maximumpressure in all cylinders, +/- 3
bar). This can be done by two methods:

1, either by physically moving the position servo- at each VIT-rack, (only

possibIeonengineswherethepffimountedins1otedho]es).

?.. or by adjusting at the threaded cglnegligq (lintage- nuts) between the

positionservoandtne@(i'e.similartoba1ancingPiby
adjusting the individual pump-indexes).

Re B) Colleetiv.e_adjustm-e-nt:for the engine as a whole is made at the positioB,

sensor unit on the emergencystand. The actua] adjustnent procedure will depend
upon-Tfr'econdition to $ correeted.

There are two main conditions that can require re-adjustment:

varying fuel qualities,

pump b,ear and/or significant changes in LCV.

ChanqedftJ-el quaLitv: if a fuel is bunkered, having essentially different com-

bustion characteristiesr pmaxmight change. In such a case, in order to maintain
low 5F0Cr or to avoid running the engine with too high combustion pressure, the
injeetion timing should be changed. This is done by loosening the bolts (C)
(fig. 2) and turning the adjustment-screws (H), such that the loeation of the
sensor (D), relative to the beam (A), changes in the desired direction. This
operation, which cen be done while the engine is running, changes the eontrol
pressure level, thereby causing alt fuel pumps to be advanced (= higher pmax) or
retarded. See also Fig. 7.
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MANB&WDieselA/S Btw

Worn fuel o r s i q n i fi e a n t chanoes i n fuel LC V on vo.Lumebasis: both of

these will change relationship between the fue pump index and the neeessary
i n j e c t i o n t i m i n g . In order to compensate for this, the following adjustment is
carried out.

Stabilize the engine at 85% load. The arm (B) is then loosened, and retightened
in such a position that the beam (A) touches both supporLs (Ft a n d F 2 ) . T h i s
brings the pmax break-point back to 85% MCR.

After this the engine is stabilized at MCR,and the position of the support (Fl )
is adjustedr so the pmax is equal to the value at 85tf MCR(see a l s o F i g . 7 ) .

l. 0F pmo ANDBREAK-P0INT
_ADJUSTMENT
The following describes the adjustment procedure necessary if the fuel cams have
been moved,

1 ) l{ith the VIT-rack arms diseonnected, run the engine up to 100%. Move the
VlT-racks manually, until pmax values are equal for all cylinders
( 1 0 0 %p n a x + / - 3 b a r ) . F i x t h e V l T - r a c k s i n t h e s e p o s i t i o n s ( t l e r o r c l a m p ,
ete.). Note the individual VIT-rack indexes.

?) Then reduce the engine load to the break-point *, and again adjust the
VlT-racks manually, until the pr"* values are equal for all cylinders. Note
again the VlT-indexes.
* l€ For engines with fixed pitch propellersr the break-point is equal
to approx. 78% load for MK I engines, and 85% for MK II engines
(see sea-trial curves).
-
For engines with controtlable (constant engine
pitel. pto_p,q.1]ers
speed), the correffiE'ftffifiures are apprFE5%, and 90% load,
respectively

0n new plants, where we have to ealeulate with the propeller

becoming I'heavierrr, it is advisable to set the break-point at a
2-t% higher load. This is in order to prevent an excessive
"pressure-jumpr' (pmax-pcomp)when the plant becomesolder, because
the break-point will "wand'er downwards"the heavier the propeller
becomes,

3) Removethe VIT-rack fixings.

4) Stop the engine and, if necessary (f.inst. in the case of worn pumps), move
the fuel cams such that all VlT-indexrs have nearly the sare values
(t 1/2)**. See Appendix 1 for an example regarding setting of the cams.

** This is a practical guide for adjustment purposes, However, due to

possible differences in injection system h,ear, larger values may be
acceptable in service, as lonq _as fulI-index is not obtaine-d at the
break-point, or.zero index .d.oeslot -oc-curat overJoad.

5) Re-start the engine and run up to the break-point. Referring to Fig. 2,

Joosen the arm (B) and retighten it in such a position that the beam (A)
touches the two supports (F1) and (FZ),
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6 ) Then check Pmaxlevel for all cylinders, and if necessary make colleetive
adjustment (to rcO%pmax) Oy moving the position sensor valve (D). To do
this, loosen the bolts (C) and move the sensor vaLve by means of the
adjusting screws (H). See also Fig, 7. Afterwards retignten the bolts (G).

7 ) !!n the engine from the break-point up to 100%MCR, and cheek pmax again.
I f n e c e s s a r y , c o l l e c t i v e l y r e a d j u s t p m a xb y m o v i n g p o i n t ( F l ) r ' u n t i t -
100%pmax = pmax et the break-pointl s€€ Fig. 7.
After r919ljugtment r Pmaxshould be el'reckedonce more at the break-point,
and at 100%MCR.

3.1 Non-return throttte valve: funetion, and ad.iustment:

A non-return throttle valve ***) is mountedin the eontrol air line, between
lhe position sensor vaLve and the position servos, see Fig. 5.
This valve has two main functions:

1 ) To prevent exeessive combustion pressure during sudden load reductions in

the uPPer load range (i.e. above the break-point), for example in rough
sea conditions.

Z) To avoid rapid fuel-rack oscillations from being transmitted to the VIT-

raek (i'e. to obtain a stable VIT-rack, for instanee in case of slight
governor jiggling).

Before; oD during, shop and sea trialsl the non-return throttle val.ve is
temporarilv adjusted sueh that the trials can be condueted without incon-
venience.
-The
initial adjustment, ***) of the valve is earried out as follows: (this
can be done with either stopped or running engine).

a) The throttle screw is fully opened, i.€. max. anti-clockwise (= eounter

cloek wise = ccw)

b) By means of the handwheel on the emergencystand, adjust the fuel-rack

position until the maximumcontrol air pressure can be read on the pres-
sure gauge (i.e. corresponding to the break-point pressure).

c) The throttle screw is then turned towards the elosed position (clock-
wise = ew) until the pressure starts dropping. At this point the screw i.s
turned one revolution baek (eounter-el.ockwise = ccw),

tS If the position servos and piping have no Leakagesr it may prove

possible to close the throttle screh, completely, without observing
any drop in pressure. Therefore, during the above adjustment, it
ryay be necessary to introduce a small leakage at the position servo
(i.e, loosen a pipe connection).

The final adjustment is completed during the maiden voyage.

In order to judge the setting and effectiveness, the following stabilitv

criterion should be used:
 8 -

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Please note, the super-VlT mechanisn only operates at control air Pressures
greater than 0.5 bar.

Fig. 7 - SUMMARY
0F ADJUSTMENT
POSSIBILITIES
MAN B&W DieselA/S
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during rough St conditions, a rapid variation of +/- two Q) fuel index,
should not influence the VIT-rack position

If the VIT-rack position is influeneed, readjustment must be carried out as

indicated above.
***) NB: 0n some engines a simple throttle piece (non-adjustable) is fitted
instead of an adjustable throttle vaLve. In such cases, the orifiee
hole will have been correctly dimensioned on testbed.

4. MAINTENANCE

Due to leakages or maladjustment in the VlT-regulating system, it ffiay, in the

course of time, be neeessary for the crew to re-adjust the throttle vaLve set-
ting. If, f inst., the VIT is hunting, we reeommend that the following is done:

a) The throttle vaLve screw is opened fully (max. ccw).

b) Then the setting is re-adjusted as described in section 5,1 above.

c) The stability is then checked using the rnentionedcriterion.

870902
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MANB&WDieselA/S Et&ut

APPETOIX1

FUEL CAI{ SETTING

F{amp.Ie:
D i fference
VIT- VIT- Average Required between Csn top-Iift to
index at index at value index after average be adjusted by
break- 100% turning and required the following
cyl' point load the eam i rdex * ) (mm):

1 6 2 4 5 4-5 =-1 -1
2 8 4 6 5 6-5 :+1 +1
t 7 4 5.5 5 5 .5-5 =+[J.5 +().5
4 6 1 5.5 5 3 .5-5 =-1.5 -1 .5
5 9 5 7 5 7_5 =+Z +2

t{B 0wing to differential pressure-areas, the punp bamel will tend to move
upwards! Therefore, wfrenreading VlT-indexes, the VIT-rack is to be pushed
inwards.
*) P1ease n6te that for all engine types 1 (one) index increase eorresponds
to 1 (one) rnmincrease in top-lift. (increased top-lift = forward)